Tukwila and South king county Community Mobility ... · in spring 2016) and addressed non-drive alone trips with an origin or destination in the city of Tukwila. A second Regional

TUKWILA AND SOUTH KING COUNTY COMMUNITY MOBILITY ASSESSMENT

REPORT 2016/2017

TUKWILA AND SOUTH KING COUNTY COMMUNITY MOBILITY ASSESSMENT REPORT 2016/2017

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Table of Contents

I. Acknowledgements……………………………………………….…2

II. Executive Summary…………………………………………………3

III. Introduction……………………………………………………………7

IV. Methodology……………………………………………………………11

V. South King County Characteristics……………………………15

VI. Results…………………………………………………………………..24

VII. Transportation Barriers………………………………………..…30

VIII. Recommendations………………………………………………..…34

IX. Next Steps………………………………………………………………39

X. Works Cited……………………………………………………………41

XI. Appendix A - Surveys……………………….………………………43

XII. Appendix B – Stakeholder Interviews………………...…….52

XIII. Appendix C – Survey Data Tables………………………….….64


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I. Acknowledgements

We would like to thank the community members, stakeholders,

and organizations that participated in our program outreach and

data collection to help identify transportation barriers in Tukwila

and south King County. We would also like to thank the City of

Tukwila and the Washington State Department of Transportation

for this partnership under the 2012 CMAQ GTEC and TDM

Expansion Grant. Without the involvement of these parties, none

of the work detailed in the report would have been possible.


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II. Executive Summary

This report summarizes the work done under TDM for Diverse Communities Component

of the 2012 CMAQ GTEC and TDM Expansion Grant (GCB2135). This grant included a

“Diverse Communities Component”, which Hopelink was contracted to fulfill (beginning

in spring 2016) and addressed non-drive alone trips with an origin or destination in the

city of Tukwila. A second Regional CMAQ grant (GCB2251) allowed the Hopelink contract

to be extended from mid-2017 through January 2018 and expanded the scope of work to

include five partnering south King County jurisdictions (Burien, Federal Way, Kent,

Renton, and SeaTac).

This report includes results from several methods of data collection (survey, qualitative

feedback from in-person outreach, and interviews) and identifies barriers to

transportation in south King County (SKC). Recommendations that address

transportation barriers and next steps for future TDM programming in Tukwila and south

King County are also identified.

Transportation Barriers

Limited Accessibility of Park-and-Rides and Transit Centers

• The low-density land use patterns of south King County necessitate the use of cars

to access transit centers.

• Parking supply is limited, with efforts to expand the amount of parking being

expensive and conflicts with the aim of reducing automobile dependency.

Limited Neighborhood Connections and First-Mile/Last-Mile Issues

• A lack of neighborhood connections from residential areas to transit centers.

• Lengthy transfers between routes, with many routes not operating outside peak

periods.

Limited Reach of Alternative Services

• Most alternative services are limited to a specific population, with trips being

restricted towards a single purpose.

• A lack of funding for alternative services. While funding levels have remained

stagnant, demand for these services increase every year.

The Costs of Using Transit

• While LIFT brings down the cost of fares, it remains costly for those with very low-income.

• Many riders are dependent on bus tickets provided by human service agencies.


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Difficulty in Understanding the Transit System

• Confusion regarding different fare structures, location of bus stops, and differences

between transit agencies.

• Limited wayfinding and signage at transit centers and park and rides makes

transfers more difficult.

Language Barriers

• Most signs at bus stops are English only, along with online trip planning tools.

• The increase in population from immigrants and refugees is increasing the need

for translations.

Cost of Housing

• Increase in housing costs are pushing lower-income individuals and their families

to the periphery of King County.

• These populations are moving to areas with fewer transportation and social

services.

Recommendations

Support Volunteer Transportation

• Local and regional governmental support for volunteer driver programs as a cost-

effective means of social service delivery.

• Partnerships between transportation providers and human service agencies to

streamline services and reduce duplication.

Support Innovative Solutions to Address First-Mile/Last-Mile Issues

• Leveraging King County Metro’s commitment to expanding alternative services in

the 2040 Metro Connects Plan to connect residential areas with transit centers and

park-and-rides.

• Examples include expanding the number of DART routes to outlying areas,

coordinating with TNCs to provide subsidized rides to transit centers, or

establishing an emergency ride home program from transit hubs.

Provide Equity in the ORCA Multifamily Passport Program

• Collaborating with affordable housing complexes to provide subsidized ORCA

Multifamily Passports for their residents.

• Partially subsidized by local and regional governments to reduce reliance on

bundling Passport costs with rent.

Provide Direct Assistance Through ORCA LIFT Cards

• Reduce reliance on bus tickets provided by human service providers by allowing

agencies to provide funds directly to a client’s ORCA LIFT card.


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Integrate Transportation into Human Services Funding

• Consider how transportation affects service delivery in health and education.

• Include transportation into the RFP process for the King County Veterans and

Human Services Levy and include transportation providers in the conversation.

Build Affordable Housing Near Transit

• Increase the amount of affordable housing within designated urban growth

boundaries to ensure access to employment and human services.

• Leverage existing transit expansion plans such as the Federal Way Link extension

and I-405 bus rapid transit.

Improve Accessibility of Transit Stops

• Provide translations for non-English languages at bus stops, park and rides, and

transit centers.

• Incorporates principles of universal design to go above and beyond ADA

compliance.

Expand RapidRide Network

• Upgrade existing routes with the highest ridership to RapidRide service.

• Implement transit-only lanes where applicable to provide a faster, more reliable

trip.

Expand the Number of LIFT Enrollment Locations

• Allow for more agencies and organizations to provide ORCA LIFT registration

services.

Expand Transit Education and Outreach Programs

• Target employees of non-CTR affected worksites and students with travel

education and outreach.

Next Steps

Data Collection

• Revise survey questions to better capture special-needs populations.

• Gauge effectiveness of grant activities through WSDOT’s analysis of mode split

data.

Targeted Populations

• Address the needs of non-CTR affected employees, students at K-12 schools and

community colleges.


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Outreach Programs

• Develop a classroom style travel education program focused on clients.

• Expand GAPS locations to local community colleges and K-12 schools.


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III. Introduction

Hopelink

Hopelink is a nonprofit organization

founded in 1971 that King County. Hopelink

aids over 64,000 people throughout the

region to provide the stability they need to

exit poverty1. Hopelink programs include

food assistance, employment services,

emergency financial help, housing,

transportation, adult education, financial

assistance, energy assistance, and family

development. Service centers are located at

Shoreline, Kirkland/Northshore, Bellevue,

Redmond, and the Sno-Valley. Hopelink transportation services cover all of King County

(see Figure 1).

Hopelink Transportation

Hopelink’s Transportation services are split into three programs, Direct Operations,

Brokerage Transportation, and Mobility Management. Hopelink views transportation as

a critical piece of ensuring stability, as it connects clients to basic services, such as

education, employment, and medical care.

In Direct Operations, Hopelink primarily contracts with King County Metro to provide

Demand Area Response Transit (DART) service throughout the county. DART provides

fixed-route transit in designated service areas, typically in lower density regions of King

County. The service offers additional flexibility in comparison with traditional fixed-route

transit, with deviated pick-up and drop-off locations. Standard transit fares apply to all

DART routes.

For those with a Medicaid Provider One card, Hopelink contracts with the State of

Washington to provide Non-Emergency Medical Transportation (NEMT) in King and

Snohomish county through a brokerage transportation model. The transportation

services we can provide under this program includes (but is not limited to) gas

reimbursement, pre-loaded ORCA cards for travel using public transportation, providing

toll, parking, and ferry reimbursement, or coordinating with transportation providers to

arrange door-to-door service.

1 2016 Hopelink Impact Report. Hopelink, 2016, www.hopelink.org/sites/default/files/2016-Hopelink-Impact-Report-final.pdf.

Figure 1: Hopelink’s Service Area


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Hopelink’s Mobility Management team “promotes self-sufficiency for all members of our

community; we deliver access to opportunities by providing tools and sharing knowledge

so that everyone can use a coordinated transportation system to move about their

community more effectively.” Our target populations have included low-income

individuals and their families, people with limited English proficiency, people with

disabilities, seniors, veterans, and students.

The team manages FindARide.org, a website that provides a comprehensive directory of

transportation providers in the Puget Sound area. In addition, the Mobility Management

team provides the primary staff support for the King County Mobility Coalition, a multi-

agency collaboration that coordinates transportation projects for special-needs

populations, in addition to its subset, the south King County Mobility Coalition.

Community outreach is done through Travel Programs Team, which this project falls

under. A summary of our Travel Programs is provided in Section II – Methodology.

Transportation Demand Management

Transportation Demand Management (TDM) is a broad term that refers to strategies and

policies that aim to increase the efficiency of existing transportation systems. TDM

policies reduce travel demand for single-occupancy vehicles (SOVs) and increase the use

of carpooling, walking, biking, and transit.2 The goal of TDM is to serve as a

counterbalance to the prevalence of incentives and subsidies for driving and parking. In

the United States, SOVs remain the dominant form of commuting, with 76.6% of

Americans driving alone to work.3

In the Puget Sound region, 71% of commuters drove alone to work in 2014, a figure that

decreased from 77.6% in 2006.4 Specific strategies that fall under the TDM umbrella

include (but are not limited to) travel options training, transit subsidies or incentives like

bus passes and vouchers, disincentives for driving such as pricing parking or congestion

charges, or zoning changes that encourage denser development near transit hubs.5

Congestion Mitigation and Air Quality Improvement (CMAQ) Program6

With the passage of the 1990 Amendments to the Clean Air Act, there was a requirement

to further reduce vehicle tailpipe emissions and to establish a more rigorous link between

transportation’s effect on air quality. The CMAQ program arose as a way for the

implementation of surface transportation projects that improve air quality and provides

2 What is TDM? Mobility Lab, mobilitylab.org/about-us/what-is-tdm. 3 The National Report on Commuting Patterns and Trends. American Association of State Highway and Transportation Officials, Oct. 2013, http://traveltrends.transportation.org/Documents/CA10-4.pdf. 4 Puget Sound Regional Travel Study. Puget Sound Regional Council, 10 Dec. 2015, http://www.psrc.org/assets/12548/RegionalTravelSurveysComparison.pdf. 5 Mobility Lab. 6 Congestion Mitigation and Air Quality Improvement (CMAQ) Program. Federal Highway Administration, https://www.fhwa.dot.gov/environment/air_quality/cmaq/.


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relief for traffic congestion. The CMAQ program is administered by the Federal Highway

Administration (FHWA) and is funded through Transportation Bills, the most recent

being the 2015 FAST Act. The FAST Act provides between 2.3 to 2.5 billion in funding for

local and state governments for the CMAQ program until 2020. TDM for Diverse

Communities is funded through a WSDOT grant that receives its funding from the CMAQ

program.

TDM for Diverse Communities Component

From 2016 to 2018, The City of Tukwila TDM Program partnered with Hopelink to

implement a TDM for Diverse Communities Component through two CMAQ grants. The

program initially focused on Tukwila and was expanded in June 2017 to include five

additional south King County jurisdictions: Renton, Kent, SeaTac, Federal Way, and

Burien. Commuting patterns and services are regional in nature, making a focus solely

within the city limits of Tukwila limited. The TDM for Diverse Communities component

enhances the equity of services provided by targeting special-needs populations who were

historically not involved in TDM programs due to their commute focus.

Special-needs populations targeted through this component included immigrants,

refugees, people with disabilities, veterans, low-income individuals, and seniors. These

communities are disproportionately affected by the consequences of auto-dependent

urban development. For example, historically underserved populations are more likely to

be located near busy arterials and freeways, leading to higher rates of exposure to air

pollutants.7 Transportation expenses also comprise a higher proportion of household

budgets for these populations, especially if they drive their own vehicle.8

South King County Mobility Coalition

The South King County Mobility Coalition (SKCMC) is a sub-coalition of the larger King

County Mobility Coalition (KCMC). The group assists in stakeholder coordination by

serving as a forum to share information, identify transportation gaps, and collaborate on

mobility projects to support the mobility of special-needs populations throughout south

King County. Those participating in the SKCMC represent transportation providers,

social service agencies, and other stakeholders. Hopelink provides staff support for

KCMC and its respective subcommittees. The goals of the coalition are defined as:

1. Maintaining and expanding active participation of South King County Mobility

Coalition members.

2. Partner with member organizations to bring mobility improvement projects to

7 Federal Highway Administration. 8 Commuting Expenses: Disparity for the Working Poor. U.S. Department of Transportation, Bureau of Transportation Statistics, Mar. 2003, http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/special_reports_and_issue_briefs/issue_briefs/number_01/html/entire.html.


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south King County.

3. Partner with member organizations to bring policy ideas to decision makers at

municipal levels.

Volunteer Driver Summit

On October of 2017, the SKCMC hosted a Volunteer Driver Summit. The topic of the

summit was to address issues related to volunteer driver programs throughout King

County in a series of workshops, panels, presentations, and breakout sessions. Event

participants were stakeholders from transportation providers, local nonprofits,

government agencies, and elected officials. Some of the insights from this event were used

to inform the identified barriers and recommendations in this report.

Tukwila Transportation Demand Management (TDM) Program

The City of Tukwila’s Transportation Demand Management (TDM) Program has changed

over the past few decades from a Commute Trip Reduction (CTR)-focused program that

originated with the 1992 State CTR law requirements. The current program has a broader

all-trips focus with increased flexibility in implementation. The overarching goal of the

program is to mitigate traffic congestion and improve air quality in the region by

educating, encouraging, and empowering those who live, work, and spend time in

Tukwila to choose alternative transportation modes. The Tukwila TDM Program

currently manages several regional grants that include partnering jurisdictions

(Tukwila, Renton, Kent, SeaTac, Federal Way, and Burien) and operates under

the name "South King County Transportation Options.”


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IV. Methodology

Program Outreach

Outreach was a central focus of the TDM For Diverse Communities component. The

facilities we worked with to reach our targeted populations include (but are not limited

to) food banks, healthcare facilities, King County Housing Authority (KCHA) and other

low-income housing, senior/community centers, and social service agencies. Our

outreach is centered around three specific activities: Public Transit Orientation (PTO),

Getting Around Puget Sound (GAPS), and Travel Ambassador Training (TA training).

Mobilize! Public Transit Orientation (PTO)

PTO involves small group transit trips with clients of social service agencies to improve

their confidence in navigating the local transit system. For every participant in this

program, we offered $10 in transit fare either on their existing ORCA card or provided a

preloaded ORCA card if they did not have one.

Hopelink staff managed the program coordination, which included pre-trip planning,

hiring interpreters, recruiting volunteers, and ordering ORCA cards for PTO participants.

Trained volunteers accompanied the PTO trips, bringing with them a wealth of knowledge

regarding transportation options in the local area.

Regular PTO trips were conducted for the TDM for Diverse Communities component with

organizations including the Refugee Women’s Alliance (ReWA), Neighborhood House at

Birch Creek, World Relief, the Iraqi Community Center, and Lutheran Community

Services.

Getting Around Puget Sound (GAPS)

GAPS is a travel options education and referral program involving tabling at facilities and

events to speak with community members. During GAPS events, we offered one-on-one

trip planning assistance, provided transportation materials and resources, referred

individuals to other services they may qualify for, and made note any qualitative feedback

regarding transportation services.

Several GAPS events were held at health fairs, community events, and other gatherings

across south King County through the TDM for Diverse Communities component.

Hopelink also held a transportation resource fair in partnership with the Tukwila

Community Center.


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Travel Ambassadors (TA)

Hopelink partners with social service agencies, medical providers and community

organizations to provide travel resources to employees who work with clients. This

typically involves an hour-long training and provision of materials describing local

transportation services and providers. Employees are then able to provide referrals to

clients, which in turn increases their independence and mobility using the transit system.

Through the TDM for Diverse Communities component, Hopelink also provided similar

training for clients of facilities.

Through the TDM for Diverse Communities component, TA trainings were conducted at

facilities including the Domestic Abuse Women’s Network (DAWN), Burien Library, and

Healthpoint.

Data Collection

Transportation Options Survey

The data for this project was primarily gathered through a pre-, mid-, and post-

implementation survey that was administered between May 2016-October 2017. While

the pre-survey was initially limited to responses within the City of Tukwila, it was

expanded to south King County. The mid- and post-implementation surveys were

administered throughout south King County. The sample size of the pre-survey was 1,091

and was 404 and 2,904 for the mid- and post-surveys, respectively. The intention to split

the survey into pre/mid/post versions was to track any changes in travel behavior over

time. The survey was distributed in-person through outreach events at targeted facilities

such as food banks and community fairs. The survey was also administered online

through the RideshareOnline.com platform, where commuters can receive rewards for

logging non-SOV trips; most RideshareOnline.com users are employees at CTR-affected

sites so in-person survey administration was important to capture a more inclusive

sample. Of note, although the surveys were administered at many in-person outreach and

training events, the respondents primarily consist of RideshareOnline users, which may

not provide an accurate representation of the community as a whole (due to computer

literacy and access, and knowledge of RideshareOnline.com).

The sample included south King County residents (within the target cities) and those

traveling to the region on a regular basis for human services or work. To reach a broader

audience, the pre-survey survey was translated into Somali, Vietnamese, and Nepalese.

Unfortunately, only two translated surveys (in Vietnamese) were returned. Limited

English Proficiency (LEP) individuals at events often had assistance translating the

English survey, which may partially explain the low use of the translated surveys. The

mid- and post-implementation surveys were not translated for this reason. Participants


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in the survey were either entered in a drawing for a preloaded ORCA card if taken online

or handed a transit voucher if taken in person.

The pre-survey was split into three sections. The first section was comprised of three

WSDOT-required questions that assess the participant’s travel behavior. Respondents

were asked which method of transportation (walk, bike, transit, etc.) they took to work,

school, or any other regular trip on each day of the week. They were then asked to list the

one-way distance of their commute. Next, respondents were asked to list the number of

trips taken with each mode of transportation for non-commute trips within a given week.

The primary section of the pre-survey focused on the respondent’s transportation needs

and primary transportation barriers. Respondents were asked what amenities

(emergency ride home, vanpool program, bicycle facilities, etc.) they would like to see

implemented in their community, school, or workplace to make it easier to get around

without driving alone. Participants were also asked to select which bus/train routes they

use, with the options including King County Metro and Sound Transit routes. Next, they

were asked if they would like to request further information on specific transportation

options and if they would like to see transportation materials or signage translated into

languages besides English.

The last section asked participants for basic personal information: age, name, zip code

and their email address or phone number (to serve as a unique identifier to assess

behavior change over time). These sections were optional for participants; the contact

information, was used to send them incentives, follow-up surveys, and any transportation

resources that the participant requested.

The first section of the mid-implementation survey was the same as the pre-survey: the

three required WSDOT questions on mode split and vehicle miles traveled (VMT). The

next question asked participants whether they had an account with RideshareOnline.com,

or if they were familiar with the platform. It then followed up with a question about

whether the respondent would pledge to begin or continue taking an alternative mode of

transportation and to log eight trips through RideshareOnline.com over the next month

(incentive programs were simultaneously available on RSO to reward users who logged

eight or more non-drive alone trips in one month). The survey then asked if respondents

had any additional comments or suggestions on the work of the south King County

Transportation Options Program. The mid- survey then concluded with a section for

contact information, allowing the respondent the chance to be entered in a drawing to

win a preloaded $20 ORCA card.


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The post-implementation survey questions were limited to the required WSDOT

questions on travel behavior, along with an optional prompt to provide contact

information for the drawing to win a preloaded $10 ORCA card.

Qualitative Interview

To improve understanding of barriers to transportation access stakeholders across south

King County were interviewed regarding their thoughts on transportation and mobility.

The first set of questions asked the participant about their organization and their staff

role, and whether they work directly with clients. Next, the interviewee was asked what

kind of transportation training is provided to staff at their organization and whether it is

formal training or through an online platform. Following this, they were asked if they

currently provide any transportation information to clients, either through the provision

of brochures in a common resource area, or through referrals to mobility services.

The next set of questions asked about where their clients live and how they travel (bike,

walk, transit, carpool, etc.) to access the organization’s services. They were then asked to

provide comment on what they perceive to be major transportation barriers for their

clients to access services. Follow-up questions were asked to assess language barriers, lack

of fixed-route transit, and/or any other barriers to disseminating transportation

information. The last questions asked what the interviewee would like to see improved in

south King County with respect to transportation, in addition to any other thoughts or

comments that they’d like to share.


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V. South King County Characteristics

South King County

South King County is roughly

defined as the area of the county

south of Seattle and the Eastside

south of Newcastle. South King

County cities include Burien,

Tukwila, SeaTac, Kent, Des Moines,

Auburn, Black Diamond, Enumclaw,

Renton, and Federal Way.

History

After European colonization of the

Pacific Northwest, much of the area

was dominated by logging and

agriculture until the middle of the

20th century9. Transportation in the

early 1900s was done through an

electric interurban line from Seattle

and Tacoma, with a stop in Kent.

Highway 99 was completed in 1928,

setting the region up for automobile

oriented suburban development10. This transition was complete with the arrival of

Interstate 5 (I-5) in the 1960s.

While postwar suburban growth was driven by automobiles and patterns of urban sprawl,

there has been a shift in priorities in recent decades. The 1990 Washington State Growth

Management Act (GMA) is a series of statutes stipulating that rapidly growing regions

must establish plans to manage future population growth. The goals of the GMA is to

reduce urban sprawl, protect the environment, coordinate public services, and increase

economic development11. A key goal of the regional coordinating body, the Puget Sound

Regional Council, is to concentrate future growth into designated urban centers. In south

King County, these centers are Downtown Federal Way, Southcenter in Tukwila,

Downtown Burien, Downtown Kent, SeaTac, the Landing in Renton, and Downtown

9 Kavage, Sarah. A Cultural Asset Map for the Federal Way Link Extension Corridor. 2017, p. 17, https://www.dropbox.com/s/26u4mbzm3m1o5qc/FWLE-report-final-11-21-2017.pdf?dl=0. 10 Kavage, Sarah. Page 26. 11 Growth Management Act. MRSC, http://mrsc.org/Home/Explore-Topics/Planning/General-Planning-and-Growth-Management/Comprehensive-Planning-Growth-Management.aspx.

Figure 2: Map of South King County


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Auburn. The region is also undergoing significant expansions in public transit in the

coming decades. Information about these changes are detailed in the King County Metro

and Sound Transit subheadings in this section.

Demographics12

In recent years, south King County has grown rapidly, gaining approximately 70,000

people from 2000 until 2010. When compared to King County, south King County cities

are among the most diverse in the country, with nearly all the population increase since

199o among people of color. Half of the population increase was from foreign-born

individuals and their families. The region is also common destination for refugees due to

the higher costs of housing elsewhere in the County.

In comparison to County averages,

south King County has a larger

proportion of people who speak a

language other than English in the

home, with the most prevalent

being Spanish, Mandarin, Somali,

Vietnamese, and Arabic.

Although incomes have grown

modestly in the last decade, south

King County has a lower than

average household income when

compared to the King County average.

Poverty rates are higher than average when

compared to the King County mean.

National trends of suburban poverty have

affected King County as well, with south

King County surpassing the City of Seattle

in the number of residents below poverty

level.

12 Felt, Chandler. King County’s Changing Demographics: Investigating our Increasing Diversity. King County, Feb. 23, 2017,

http://www.kingcounty.gov/~/media/depts/executive/performance-strategy-

budget/documents/pdf/RLSJC/2017/Feb23/KingCountyDemographics022317.ashx?la=en.

Figure 4: King County Poverty by Subarea

Figure 3: King County Median Income by Subarea


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King County Metro

King County Metro is the primary transit operator within King County, providing

connections to and within cities in the county. In addition to traditional fixed-route

services, the agency provides demand-response transit, paratransit, and ridesharing

options in south King County.

Fixed-Route Services

In addition to regular bus services, the agency operates several limited-stop bus routes

with some bus-rapid transit characteristics called “RapidRide”. These buses run more

frequently in comparison to regular buses, longer operating hours, ORCA fare terminals

at stops for quicker boarding, priority at signaled intersections, and transit-only lanes on

certain arterials.

In addition to regular fixed-route services, King County Metro provides late night and

early morning transportation through its night owl service. While most night owl routes

focus on the City of Seattle, routes 180, 124, and the A-Line pass through Burien, Tukwila,

SeaTac, Kent, Auburn, and Federal Way.

Demand Area Response Transit

King County Metro also operates Demand Area Response Transit (DART) under contract

with Hopelink, providing more flexible transit service for low-density areas throughout

the county where it is more difficult to provide traditional fixed-route transit. While DART

routes generally operate as fixed-routes with a regular schedule, DART vehicles are able

deviate from a route to provide flexibility for pick-up or drop-off within a specific service

area. To make a request, riders must either call DART’s toll-free number or online through

Hopelink’s website. Fares for this service are the same as Metro’s traditional fixed-route

service, with the ability to make transfers to connecting services by using an ORCA card.

In the city of Kent, DART routes #914 And #916 operate as the Kent Circulating Shuttle.

This is a joint effort with the City of Kent, King County Metro, and Hopelink to provide

transportation to those living in residential areas to services and shopping destinations in

Downtown Kent and East Hill. The route is free for riders to use and allows for flexible

pick-up and drop-off.

Access

The federal Americans with Disabilities Act (ADA) of 1990 requires transit operators

across the country to provide equal access to public transportation for people with

disabilities. In addition to physical changes in the built environment to ensure equal


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access, the ADA also requires transit operators to run parallel “paratransit” service for

those whose disabilities prevent them from using traditional fixed-route service.

King County Metro’s paratransit service is called Access. To be eligible for Access, riders

must first complete a self-assessment and then complete an application to be signed by a

licensed medical practitioner. Then, they must go through an in-person evaluation at

Harborview Medical Center located in the First Hill neighborhood of Seattle. The

evaluation is free of charge, and transportation to and from Harborview is provided if

needed. Once eligible for the program, riders can reserve a ride 3-7 days in advance before

the day of travel. Access transportation is designed to go anywhere within King County

that is served by a Metro bus, Seattle streetcar, the Sound Transit Link light-rail, or

express bus, within 1/4th of a mile of a stop.

Metro Community Connections

Metro Community Connections is a four-year demonstration program where the agency

works with municipalities and community groups to develop innovative solutions to meet

the needs of communities that don’t have the density to support traditional fixed-route

service. Pilot programs are spread throughout King County. Within south King County is

the Burien Community Shuttle, which provides a flexible service for deviated pick-up and

drop-off like DART.

Rideshare Operations

King County Metro is active in providing Rideshare options for commuters, and is the

largest public agency providing such a service. Rideshare Operations include VanPool and

VanShare. Through VanPool, commuters can group together to form a VanPool using

King County Metro vehicles. In exchange for a monthly fare, the agency provides training,

maintenance, insurance, fuel, etc. for riders. Groups must have at least two drivers, and

one bookkeeper. Drivers will keep the vehicle at their residence, with the group

coordinating pick-up/drop-off, and routes. With VanShare, VanPool groups can be

organized to provide transportation to and from park and rides and transit centers.

Metro Connects 2040: Long Range Plan

King County Metro has adopted a long-range vision called Metro Connects in January

23rd, 2017. The plan has three specific priorities. First is for additional investments in bus

routes to increase both the frequency and coverage of services. This includes new

RapidRide lines, more all-day service routes, and additional local and express routes.

Another key goal is to increase the range of choices available for riders. This will include

making options like vanpool more accessible and partnering with organizations providing


19

on-demand service to address first/last mile transportation needs. In addition, Metro will

look to improving bike and pedestrian connections to transit centers, and to provide

additional parking at Park & Ride lots.

The third priority is to make transit services as simple and accessible to as many people

as possible. Metro will improve coordination with Sound Transit and other regional

transit agencies to ensure smooth transfers between services. Metro will conduct

improvements to accessibility for people with disabilities through the introduction of new

travel options, larger wayfinding signs, and physical changes to buses and stops.

Improving the customer experience through simplified fares, speeding up boarding, and

improving customer support is also a key strategy for this goal.

Insight: Metro’s service expansions will better connect south King County with other

urban growth sites across King County. By 2025, the RapidRide network will provide

improved routes to the Eastside, North King County, and West Seattle. Many of the

current local routes will see their services updated to a “frequent” level, which means a

bus every 5-10 minutes, operating 20 hours a day by 2040.

King County Metro is also planning to increase investment into alternative transportation

as a strategy to meet their goals. Investment into Community based solutions would allow

south King County to fill current service gaps in the fixed-route network and augment

existing services such as volunteer driver programs.

Sound Transit

Sound Transit is a regional transit operator that provides service in King, Pierce, and

Snohomish Counties. Sound Transit services focus on connecting far flung areas of the

Puget Sound region with one another. The agency has a large presence within south King

County with their Express bus, Sounder rail, and Link light-rail services.

Express Buses

Sound Transit provides express bus service that serves as intercity transportation

between cities in the region. Express bus routes connect urban centers in King,

Snohomish, and Pierce County. There are several routes that connect south King County

cities through suburban transit centers to job sites in Tacoma, Seattle, and the Eastside.

Although many Sound Transit routes only operate during weekday peak periods, there

are some routes that operate on a regular 7-day bus schedule.

Sounder Rail

Sound Transit operates commuter rail through the Sounder Train. The Sounder train

travel between Lakewood and Seattle in the south, with stops in South Tacoma, Tacoma,


20

Puyallup, Sumner, Auburn, Kent, and Tukwila. The Sounder train uses diesel locomotives

and legacy rail corridors to provide passenger rail service. However, due to the tracks

being owned by freight rail companies such as BNSF, the Sounder rail only operates

during peak commuting periods in the morning and evenings, five days a week with

service for certain sporting events.

Link Light-Rail

Sound Transit’s light-rail service is called the Link. Link trains are fully electrified and use

their own right-of way separate from the freight rail network. The Link currently operates

between Angle Lake in south King County and the University of Washington in the north.

The service operates seven days a week, from 5 AM to 1 AM. In the coming decades, Link

light-rail is slated to be expanded to Kent/Des Moines, Federal Way, Fife, and Tacoma

through the Federal Way and Tacoma link extensions.

Sound Transit 3

As of November 2016, Sound Transit will be embarking on an expansion plan titled Sound

Transit 3 (ST3). ST3 will extend the LINK light rail service, introduce new Bus Rapid

Transit (BRT) service, and improve upon its Sounder rail service in Pierce, Snohomish,

and King Counties.

LINK light rail will be extended by an additional 62 miles, building upon ST1 which

created the Airport to Westlake line, and ST2 which expanded service to Lynwood,

Federal Way, and Bellevue. ST3 will includes a new line from Issaquah to South Kirkland

on the Eastside, and an extension of the East Link to Redmond. The existing network will

be extended up to Everett in the North and to Tacoma in the South. In the City of Seattle,

there will be an additional transit tunnel downtown, with new lines extending to Ballard

and West Seattle.

New BRT options will provide faster, more reliable service along I-405, SR 518, SR 522,

and NE 145th street. This will help connect communities along the route to LINK light rail

service in Tukwila, Bellevue, Shoreline, and Lynwood. BRT will operate in Express Toll

lanes from Totem Lake to south Renton while operating in its own right-of-way from

Tukwila to Burien. ST3 also calls for the construction of highway stations at NE 85th Street

in Kirkland and NE 44th Street in Renton. In addition to BRT improvements, ST3 will

expand the number of parking spaces at Park and Rides at Totem Lake, Renton, South

Renton, North Sammamish, Lake Forest Park, Kenmore, and Bothell.

Sound Transit’s commuter rail service, Sounder, will also see improvements. In response

to growing ridership in its southern segment, the Lakewood-Seattle line will see upgrades

including two new stations in Tillicum and DuPont, and extended platforms at stations.

This will allow for longer trains to be used, with the potential to carry additional


21

passengers along the route. Estimates from the ST3 plan predict a 40% increase in

passenger capacity at stations along the South Line. In addition to increasing capacity,

ST3 will also provide increased frequency of Sounder service. Expansions in parking at

the Edmonds and Mukilteo stations will also be undertaken.

ST3 introduces several new transportation options for south King County cities. BRT

along I-405 will help connect communities along its corridor to job centers on the

Eastside.

One Regional Card for All (ORCA)

ORCA is a way for riders to pay for public transportation across the Puget Sound region.

All transit agencies in King, Kitsap, Pierce, and Snohomish county, including the

Washington State Ferries allow for the use of ORCA. Unlike with paper tickets, ORCAs

can be used to make transfers between transit agencies with a 2-hour window,

automatically calculating fares. ORCAs cost $5.00 to purchase, and can be bought at

ORCA vending machines, select retail establishments, and ORCA To-Go events. Cards can

be reloaded online, or at ORCA purchase locations. In addition to regular adult cards,

there are reduced fare programs for low-income individuals, people with disabilities,

older adults, and youth.

LIFT

LIFT stands for Low Income Fare Transit and is a program that is designed for people

making up to 200% of the Federal Poverty Guidelines. LIFT provides a 50% discount for

rides on Sound Transit, King County Metro, and Seattle Streetcar vehicles, with fares

typically at $1.50 per ride. LIFT cards are also indistinguishable from regular adult cards,

except for a printed renewal date. Applicants automatically qualify if they are Medicaid,

or basic food assistance recipients. To qualify, one can also submit income verification

documents. You will need to reverify income status every two years. ORCA LIFT cards are

free to register for. LIFT registration is done in partnership with King County Public

Health offices, at ORCA To-Go events or at select social service agencies.

RRFP

RRFP stands for Reduced Regional Fare Permit. This is a program for older adults above

the age of 65 and for people with disabilities. This program has the lowest fares out of all

the reduced fare programs, with rides typically at $1.00 per trip. Unlike with LIFT, RRFP

cards are different from regular adult cards. RRFP cards cost $3.00. Seniors can apply by

mail or at ORCA customer service centers by showing proof of age. People with disabilities

apply in person by showing proof of medical status by a doctor and require their picture

to be taken.


22

Youth

For those aged 6-18, ORCA has a Youth card. This card has the same fares as LIFT, with

rides typically at $1.50 per trip. To apply, parents can mail the application with proof of

age. Youth Cards cost $5.00 to purchase.

ORCA To-Go

Social service agencies and community groups can schedule a mobile ORCA registration

and customer service unit called ORCA To-Go. ORCA To-Go can be reserved for resource

fairs, senior centers, festivals, and other community events. ORCA To-Go allows for

registration for regular adult cards, RRFP, and Youth cards. ORCA LIFT registration is

done in partnership with King County Public Health.

Volunteer Driver Programs

In addition to the traditional fixed-route services operated by King County Metro and

Sound Transit, there are several alternative services available for south King County

residents. Volunteer Programs serve as a crucial link for those unable to take traditional

fixed-route transit. These programs rely on a network of volunteers to provide rides for

clients.

American Cancer Society Road to Recovery

A free volunteer-based transportation service operated by the American Cancer Society.

This program provides transportation to and from treatment for cancer patients. The

service is intended for those who do not have a ride or are unable to drive themselves.

Patients using this service must be ambulatory and can walk themselves to and from the

vehicle or with the help of an accompanying caregiver.

Disabled American Veterans (DAV)

A free volunteer-based transportation service operated by DAV. This program provides

transportation for veterans needing transportation to and from the nearest VA hospital

for medical appointments. Rides are scheduled with the help of the nearest Hospital

Service Coordinator (HSC), with each state being assigned several HSCs.

Sound Generations Volunteer Transportation

A free volunteer-based transportation service operated by Sound Generations. This

program provides rides for older adults above the age of 60 who need to travel to and

from a medical appointment. Patients using this service must be ambulatory and are able

to walk themselves to and from the vehicle or with the help of an accompanying caregiver.


23

Catholic Community Services (CCS) Volunteer Services

A free volunteer-based service operated by CCS. In addition to transportation, volunteer

services provide general assistance such as help with housework, cooking, home repair,

personal care, etc. Volunteers from CCS typically provide 2-8 hours of assistance per

month for a specific client. To qualify for the service, one must be an older adult aged 60

or older who is living on a fixed-income with some mobility limitation or be an adult 18-

59 with a disability. Adults 18 and older and younger than 60 can qualify for the service if

they have a disability.

Demand Response Programs

Demand response programs help augment the existing fixed-route network by providing

rides for a specific purpose. Unlike with volunteer driver programs, these services tend to

use paid drivers to operate vehicles and fulfill ride quests.

Hopelink Medicaid Transportation

For Medicaid recipients, Hopelink provides transportation assistance for travel to and

from medical appointments. To qualify, a recipient must have a ProviderOne card from

Washington’s Apple Health (Medicaid) program. Transportation assistance comes in

three forms. If a client has their own vehicle or has someone willing to drive them

Hopelink provides gas cards for travel reimbursement. For those who can take public

transit, preloaded ORCA cards are given. For individuals who don’t have access to or are

unable to drive or take public transit, Hopelink will coordinate with an external

transportation provider for door-to-door service to and from an appointment. Hopelink’s

Medicaid Transportation is available for residents in King and Snohomish County.

Sound Generations Hyde Shuttles

A free community shuttle that provides door-to-door van service for older adults above

the age 55 and people with disabilities. Users must also live within a designated

neighborhood service area. The shuttles can only travel within their local service area.

Communities in south King County with Hyde Shuttle service include Burien/Highline,

Des Moines/Normandy Park, Federal Way, Renton, and SeaTac/Tukwila.


24

VI. Results

The transportation surveys for the Tukwila CMAQ grant were administered between June

2016 and October 2017. For this report, results from Tukwila are compared with the rest

of south King County to assess any differences in mode split or rider preferences. Results

from south King County are defined as those from the grant’s partner jurisdictions

(Renton, Kent, SeaTac, Federal Way, and Burien). Except for the mode split question,

results in this section are only from the pre-survey for Tukwila and south King County.

These questions were designed to assess existing conditions and were not repeated in the

subsequent surveys. Many of the percentages listed in the following tables do not add up

to 100% as questions allowed for multiple options to be selected. Table 1 shows a timeline

of survey distribution and their respective sample sizes.

Table 1. Tukwila/SKC Transportation Surveys

Survey Start End Sample Size

Tukwila Pre-survey June 2016 March 2017 283

SKC Pre-Survey September 2016 November 2016 810

Mid-survey April 2017 July 2017 299

Post-survey September 2017 October 2017 2,432

*note: sample size reported is for Tukwila and south King County partner

jurisdictions only. Respondents who entered home and work zip codes

that from outside these cities were not included in the analysis.

Survey questions and a brief analysis are included for several questions that help describe

existing conditions and barriers to transportation access below.

In a recent, typical week what type of transportation did you use each day

to commute to work or school? (Tukwila and SKC pre-, mid-, and post- surveys)

To assess the mode-split of survey respondents, data from all the three surveys were

combined. Tukwila and south King County partner jurisdiction respondents were

included in the analysis. Tukwila responses were separated after the data was gathered

from the mid- and post- survey as these surveys were administered regionally (not in a

separate Tukwila survey). In this analysis, responses given for each day of the week were

combined to get an average for the entire week. “Did not work or attend” and N/A

responses were dropped to focus on the mode-split of respondents attending work or

school on a given day (see figures 6 and 7). A more detailed analysis of individual

commuting changes using respondents’ unique identifiers (email and/or phone number)

will be conducted by WSDOT.


25

The mode split data for Tukwila and the partner south King County jurisdictions shows

nearly equal numbers of commuters driving alone and taking transit. The mode split data

indicates that Tukwila commuters have similar conditions and rates of adoption of

alternative transportation modes. The results also demonstrate a significant deviation

from King County’s drive alone rate, which was 66.9% as of 2015.13 The difference in mode

split between our survey sample and the general population likely reflects the bias of the

sample towards RideshareOnline respondents, who are more likely to be affected by CTR

programs.

Approximately how many miles do you travel one-way to work or school?

(Tukwila and SKC pre-, mid-, and post- surveys)

The average reported commute in the Tukwila sample was 16 miles (see Table 2). There

was a significant spread in one-way commute distances for respondents, with a minimum

commute distance of 0 miles and a maximum of 153 miles. As a result, the standard

deviation of commute distances in this sample was close to the reported mean, at 15.89

miles.

Table 2. Tukwila respondent average miles traveled

Commute Distance (miles) Mean Std. Deviation Min Max

16.02 15.89 0 153

The average reported commute in the south King County sample was 23 miles (see Table

3). There was a smaller spread in one-way commute distances for responses, with a

13 Commute Mode Share. PSRC, https://www.psrc.org/commute-mode-share.

Ferry0%

Walk1%

Paratransit1%

Bike2%

Telework5%

Vanpool9%

Carpool13%

Transit31%

Drive Alone38%

Figure 5: Tukwila Mode Split

Drive Alone35%

Carpool13%

Transit32%

Paratransit1%

Vanpool11%

Bike2%

Walk1%

Ferry0%

Telework5%

Figure 6: SKC Mode Split


26

minimum distance of 0 miles and a maximum of 82 miles. In comparison to Tukwila, the

standard deviation of the commute distances in this sample was smaller, at 9.1 miles.

Table 3. SKC respondent average miles traveled

Commute Distance (miles) Mean Std. Deviation Min Max

23.22 9.1 0 82

Which of the following programs/amenities would you like to see in your community, school, or place of employment? (Tukwila and SKC pre- surveys)

When asked what amenities respondents would like to see in their communities,

responses varied between the Tukwila (Table 4) and south King County (Table 5) samples.

For both samples, flexible work schedules, free/reduced cost transit passes, and

emergency rides home were the top three options. Free and reduced cost transit passes

was the most popular option for Tukwila respondents, while more flexible work schedules

were the most popular in the south King County sample.

Table 4. Tukwila respondents

Option %

Shared Bike for me to use 15.25%

Emergency guaranteed ride home 29.33%

Transit/walking/biking info kiosk 13.48%

Commute buddy for a day 12.41%

Bike facilities where I’m going 15.25%

Free or reduced cost transit pass 40.07%

Telework/Flexible Schedule 28.01%

Vanpool Program 15.96%

None of the Above 17.38%

Table 5. SKC respondents

Option %

Shared Bike for me to use 11.50%

Emergency guaranteed ride home 40.30%

Transit/biking/walking info kiosk 13.97%

Commute buddy for a day 12.24%

Bike facilities where I’m going 18.05%

Free or reduced cost transit pass 40.05%

Telework/Flexible work schedule 46.35%

Vanpool program 22.87%

None of the above 16.56%


27

Which of the following describe your transportation needs? (Tukwila pre-

survey only)14

Figure 7: Transportation Needs by Tukwila Neighborhood

Southcenter Mall was the most traveled area of Tukwila, chosen 41% of the time.

Subsequently, Southcenter was the most requested Tukwila neighborhood for additional

transit service at 32% of all responses. The Tukwila Community Center/Allentown

neighborhood was less frequently chosen in comparison. For those that chose the open-

ended response, destinations along Boeing Access Road such as Group Health were

frequently cited.

What bus/train routes do you use? (Tukwila pre- survey only)

Table 6 shows the responses for routes ridden by

respondents in the Tukwila sample. The most common

routes that respondents identified were routes that

connect Tukwila with Downtown Seattle. The Link light

rail, Sounder train, Metro’s #150 were the top 3 most

frequently chosen routes. RapidRide F, which provides

an east-west connection between Burien and Renton,

follows close behind the top 3. RapidRide A, which

provides a north-south connection between SeaTac and

Federal Way, was in the bottom half of the list, chosen by

only 6% of respondents. 34% of the sample indicated

that they do not use transit.

14 Appendix C – Table A1

19%16%

41%

32%

17%20%

0%

5%

10%

15%

20%

25%

30%

35%

40%

45%

I travel to/fromthe TukwilaCommunity

Center orAllentown

Neighborhood

If available, I'duse transit

to/from theTukwila

CommunityCenter or the

Allentownneighborhood.

I travel to/fromthe Southcenter

mall area.

If available, I'duse a transitto/from the

Southcenter mallarea.

If available, I'duse a transit

circulator withinother areas of

Tukwila.

Not Applicable

Table 6. Transit routes used

Route %

Link Light Rail 36.88%

Metro #150 19.86%

Metro RapidRide F 18.09%

Metro #128 15.96%

Metro #124 11.70%

Metro RapidRide A 6.38%

Sounder Train 20.21%

Metro DART #906 0.71%

Metro #154 4.61%

Metro #156 4.26%

Do Not Use Transit 34.04%


28

Do you use any of the following transportation options to get around? (SKC

pre- survey only)

This question is like the previous Tukwila pre- survey question. However, this question allowed for open-ended responses after selecting a specific transportation option (Sounder, Metro bus, etc.). Respondents from partner jurisdictions indicated similar levels of Link light rail use and those not using transit. There was a comparatively higher proportion of those using the Sounder train and Metro’s DART service relative to the Tukwila sample (see Table 7). What would help you ride transit more often? Please rank the following improvements or incentives in order of importance. (SKC pre- survey only)15

Figure 8: Respondent Preference of Improvements and Incentives

To rank the preference of respondents in this question, “most helpful” and “somewhat helpful” responses were combined into one percentage as were the “not applicable” and “least helpful” options. More frequent service and always finding a parking spot at a transit center were the top-ranked most helpful improvements/incentives identified by respondents. In contrast, having room on the bus for a bike and service late at night were lowest ranked.

15 Appendix C – Table A2

76

%

63

%

57

%

52

%

49

%

49

%

45

%

45

%

39

%

36

%

32

%

21%

34

%

37

%

36

%

22

%

60

%

47

%

54

%

56

%

58

%

17%

53

%

39

%

0%

10%

20%

30%

40%

50%

60%

70%

80%

Most Helpful and Somewhat Helpful Least Helpful and Not Applicable

Table 7. Transit modes used

Option %

Link Light Rail 34.12%

Metro Bus 34.73%

Metro RapidRide 16.81%

Sounder Train 27.69%

Metro DART 8.41%

Do Not Use Transit 38.69%


29

Which language(s) (other than English) would you like to see included in transportation signs/materials? (Tukwila and SKC pre- surveys)

Table 8. Languages Requested

Spanish Vietnamese Tagalog Somali Cambodian Nepali Burmese Other

Tukwila 29% 13% 11% 13% 4% 10% 4% 16%

SKC 27% 13% 11% 6% 5% 2% 2% 33%

49% of Tukwila respondents and 22% of those from partner jurisdictions indicated that they would like to see translations for non-English languages. Both samples ranked Spanish as the most requested language. The Tukwila sample had a relatively larger percentage of Somali and Nepali requests while partner jurisdictions had a larger portion requesting translations for “other” languages. Within the “other” category, Mandarin, Arabic, Russian, and Farsi were the most requested translations.


30

VII. Transportation Barriers

Through our outreach, stakeholder interviews, and survey data, we identified several

major barriers to transportation for populations targeted by our grant.

Limited Accessibility of Park-and-Rides and Transit Centers

Within the surveys and qualitative interviews one of the biggest complaints about

transportation in South King County is the lack of parking spaces at park and rides across

the region. The area’s low-density land use patterns necessitate the use of a car to access

these transit centers. As mentioned previously, while some can take buses to transit

centers from their point of origin, for most, it increases overall trip time beyond what

most are comfortable with due to transfers and waiting. As a result, most park and ride

lots end up running out of spaces by 7:45 AM or earlier, limiting the ability residents to

commute by transit.

However, expanding the amount of parking at transit centers remains prohibitively

expensive. The cost of expanding parking at Kent Station by 550 spaces has risen to $65

million, or more than $118,000 per stall based on budget estimates by Sound Transit16.

Focusing on expanding parking also conflicts with the aim of reducing residential

automobile dependency and limits the potential for TOD around transit centers. It is also

the case that many of these suburban transit centers are already surrounded by vast

parking lots for retail and commercial uses.

Figure 9: Downtown Federal Way parking lots outlined in orange, with the future Link station is outlined in red17.

16 Lindblom, Mike. $100,000 per space? Costs soar for Sound Transit’s Kent park-and-ride garage. Seattle Times. 15, 2017,

https://www.seattletimes.com/seattle-news/transportation/100000-per-parking-space-costs-soar-for-sound-transits-kent-park-

and-ride-garage. 17 Shaner, Zach. ST3 Parking: $661M at $80k Per Space. Seattle Transit Blog, Apr. 20, 2016,

https://seattletransitblog.com/2016/04/20/st3-parking-661m-at-80k-per-space.


31

Limited Neighborhood Connections and First-Mile/Last-Mile Issues

The lack of connections between neighborhood regions were identified as a significant

transportation barrier in several of the qualitative interviews. Frequent routes with all-

day service often focus on connecting suburban downtown transit centers with each other,

while connections between neighborhoods in cities tend to be limited. This increases the

need to drive to the closest transit center to use public transit, compounding the problem

of limited parking supply.

For those without their own car, riders must rely on buses that are infrequent and have

shorter operating schedules. As a result, taking the bus from a residential area often

requires multiple transfers with long wait times. Outside of the RapidRide network, most

of the buses have a frequency of once per 30 minutes or longer.

Limited operating hours also presents another barrier for low-income riders. They are

more likely than the general population to be working late at night or early in the morning.

Most routes outside of the RapidRide network stop operating after 11 PM. Many routes

are only available during peak commuting periods and do not have mid-day service.

Limited Reach of Alternative Services

Alternative methods of getting around may be available for those who do not have access

to or are unable to use fixed-route public transit from King County Metro and Sound

Transit. These services include demand-response options such as Sound Generations’

Hyde Shuttles and volunteer-based options such as Catholic Community Services’

Volunteer Services. However, these programs all have eligibility requirements such as

having to be above a certain age, being a Medicaid recipient, or having a disability.

For those that are eligible for these alternative services, trips are restricted to a single

purpose, such as trips to and from medical appointments. While Hyde Shuttles provides

general transportation, the service is limited to trips within a neighborhood zone and is

only for those above the age of 55 and people with disabilities. However, Hyde Shuttles is

often unable to accept all requested trips for those eligible for the service.

Based on our conversation with Roxana Pardo Garcia of the South King Council on

Human Services (SKCHS) there is more attention and funding towards issues such as

health or education at all levels of government and doesn’t consider how transportation

affects these outcomes. While there are grant opportunities available to transportation

providers and nonprofits to tackle these issues, funding levels have remained low

relative to the increasing demand. As a result, there is a lack of funding towards

transportation programs in general. From stakeholder interviews human services

budgets in cities do not typically fund volunteer transportation programs, and efforts to

assist these programs are far and few in between.


32

The Costs of Using Transit

An individual’s ability to pay for transit fares remains a significant barrier to access public

transit. While the introduction of ORCA’s Low-Income Fare Transit (LIFT) card in 2015

has helped to bring down the costs of using transit, economic barriers remain for those

making little or no income, typically between 0-20% of King County’s Area Median

Income (AMI).

An additional barrier to transportation is that existing government assistance programs

(basic food and Medicaid) tends to be earmarked for a single purpose, rather than

providing money that could be used for a variety of services such as transportation. Based

on conversations with stakeholders, many riders end up relying on bus tickets provided

by human service agencies. Unlike with programs such as Medicaid or basic food

assistance, there is no comparable program that provides direct monetary assistance for

low-income transit dependent riders.

Currently, there are subsidized monthly transit passes in the form of ORCA Business or

Multifamily Passports. However, most passport users tend to be higher-income than

average as they are either subsidized by a large employer or paid through rent in a market-

rate multifamily building. There is no comparable assistance program for our target

populations.

The number of bus tickets agencies can provide is limited, with a total of $4.4 million in

bus tickets distributed by King County Metro to agencies, organizations, governments,

and tribes across King County. This limits the number of destinations an individual can

travel to, reducing their overall access to employment and services as many of those in

deep poverty = rely on bus tickets from human service agencies.

Difficulty in Understanding the Transit System

One of the barriers to mobility that was revealed through our PTO and GAPS outreach

and qualitative interviews is that the current transit system can be confusing for those

unfamiliar with the network. There is often a lack of understanding on the differences

between the various King County Metro and Sound Transit services. Fare structures of

both systems can also be confusing, with varying costs for the rider depending on the time

of day, the type of ORCA the rider holds, and the length travelled. While the ORCA system

does calculate fares and transfers automatically, there have been complaints during

outreach events of card balances being different than what an individual had originally

assumed.

Beyond the confusion around different transit systems and fare structures are the physical

stops themselves. The transfer environment for many of the Park and Rides is confusing

for some riders due to a lack of wayfinding signage. Feedback received at outreach events


33

indicates that while this does not generally prevent people from using transit, it does end

up decreasing reliability and efficiency due to missed transfer connections.

Language Barriers

The transit usability issues identified above are exacerbated for limited English proficient

(LEP) riders. Many of the signs at bus stops tend to be English only, with occasional

Spanish translations. Trip planning tools are also largely printed in English only. While a

resource called Special Assistance Cards exists to assist LEP riders in communicating with

the driver, it requires them to be filled out by staff at human service agencies or by a friend

or family member that knows English, limiting LEP riders’ independence. The significant

influx of immigrants and refugees who speak a variety of different languages besides

Spanish into south King County highlights the need for improvement in this area.

Cost of Housing

One of the major transportation barriers in south King County is the regional surge in

housing costs and resultant displacement of lower-income individuals to areas further out

of city centers. The average monthly rental price in the County as of March 2017 was

$1,617, an increase of 8.3% over 2016.18 Lower-income individuals and families who have

been displaced by the housing market into areas including south King County from Seattle

are experiencing additional economic pressures to move further out to the periphery of

the Puget Sound region, typically in unincorporated counties and exurban regions.

According to the 2010 census, there was an estimated 85,764 individuals below the

poverty line in Seattle versus 140,440 below the poverty line in suburban King County19.

However, social support services and programs are still largely centered in denser urban

centers. Many individuals who live in south King County rely on services located in

Seattle. Services located in south King County are dispersed throughout the region,

typically located around suburban downtowns, along busy arterials such as Tukwila

International Blvd, and neighborhood centers such as Birch Creek in Kent. However, the

low-density nature of many residential neighborhoods in the region make it difficult for

those without cars to access these vital services. This is especially true in exurban or rural

areas such as Black Diamond or Enumclaw, where public transit remains extremely

limited.

18 Rosenberg, Mike. After brief slowdown, Seattle-area rents surge back up again; when will it end?. Seattle Times, Mar. 28, 2017, https://www.seattletimes.com/business/real-estate/after-brief-slowdown-seattle-area-rents-surge-back-up-again-when-will-it-end. 19 Goldberg, David. Combating the Suburbanization of Poverty. Sightline, Apr. 26, 2017, http://www.sightline.org/2017/04/26/combating-the-suburbanization-of-poverty.


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VIII. Recommendations

Alternative Transportation

Support Volunteer Driver Programs

Volunteer Driver programs assist those who are unable to take traditional fixed-route

transit or for those who require a more flexible service. A greater focus on establishing

new partnerships between human service providers, transit agencies, and transportation

providers would help reduce service duplication and streamline services. Local human

service budgets could be re-organized to prioritize provision of funding to these programs

to improve the delivery of social services to their residents.

Benefits

• Cheaper to administer in relation to other transportation services.

• Offers a flexible service for those served poorly by public transit.

Costs

• Requires additional funding from local and state human service budgets.

• Requires coordination from competing transportation providers and social service

agencies.

Support Innovative Solutions to Address First-Mile/Last-Mile Issues

King County Metro can leverage its commitment to expanding alternative services in the

2040 plan by supporting ways to improve first-mile/last-mile connections. This could be

implemented in many ways, including: expanding the number of DART routes to outlying

areas, coordinating with TNCs to provide subsidized rides to transit centers, establishing

an emergency ride home program to transit hubs, etc.

Benefits

• Provides more flexible solutions in areas that are underserved by existing fixed-

route transit.

• Helps to reduce parking demand at park and rides and transit centers.

Costs

• Requires additional funding from transit agencies and localities to implement new

programs.

• Requires a multi-pronged approach that does not rely on a single solution.


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Affordability

Provide Equity in the ORCA Multifamily Passport Program

King County Metro must find ways to expand the ORCA Multifamily Passport program to

populations living in below market-rate housing. Following a model like a pilot program

in Seattle20, transit agencies can collaborate with affordable housing complexes and King

County Housing Authority properties to provide this benefit to their residents. Subsidies

from the County or State would be needed to avoid passing the costs on to low-income

renters by bundling pass costs with rent.

Benefits

• Provides heavily discounted ORCA Passports to low-income riders and ensures

equity in the Multifamily Passport program.

• Can encourage a shift in long-term travel behavior away from automobiles if the

program remains permanent.

Costs

• Expanding this program will require additional funding from the State and County.

• Requires buy-in from transit agencies, KCHA, and affordable housing

organizations.

Provide Direct Assistance Through ORCA LIFT Cards

Another way to aid low-income riders would be to provide funds directly onto a client’s

ORCA LIFT card on behalf of a social service agency. This benefit program could work in

a similar way to the human service bus ticket program, where funds could be provided for

specific purposes such as emergency rides or through a set number of funds per month

under case management.

Benefits

• Provides direct transportation assistance to very low-income riders.

• Allows clients to more easily transfer between various transit agencies and services

in comparison to bus tickets which are largely limited to King County Metro buses.

Costs

• Requires clients to have registered for ORCA LIFT. There may be resistance to shift

to using this method over bus tickets.

• Agencies will need to ensure that clients are registered for ORCA LIFT programs,

and that there is a system to transfer balances if a card is lost or stolen.

20 Affordable Housing Transit Pass Program. Capitol Hill Housing, 2017. https://capitolhillecodistrict.org/projects/affordable-housing-transit-pass-pilot.


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Related Policy

Integrate Transportation into Human Services Funding

With the renewal of the King County Veterans and Human Services Levy in November of

201721, there must be an effort to integrate transportation into the RFP process and

include the transportation community in implementation. In the long-term, Washington

State, King County, and municipalities must consider how transportation affects service

delivery in health and education and provide additional funding accordingly.

Benefits

• Provides a more holistic view on providing social services for the public.

• Helps to meet the demand for mobility programs across South King County.

Costs

• Requires additional funding for transportation programs, which will need to come

from increased taxes or fees.

Build Affordable Housing Near Transit

South King County cities must strive to create more affordable housing options in their

designated urban growth boundaries to ensure residents have access to employment

opportunities and human services. These homes should be set below market-rate and be

affordable to people across the income spectrum, from 0-80% AMI.

Increasing the number of affordable units in these denser areas will be important as

Sound Transit’s Federal Way Link extension, I-405 bus rapid transit gets built,

providing a sustainable and convenient way for special-needs populations to access

services and employment.

Benefits

• Creates long-term solutions for the region in providing affordable housing.

• Improves access of services and employment for special-needs populations.

Costs

• Requires buy-in from municipalities, transit agencies, and housing developers.

• May run into opposition from those opposed to additional density and

neighborhood changes.

21 King County Veterans and Human Services Levy. King County Human Services, 2017. Web. .


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Capital Improvements

Improve the Accessibility of Transit Stops

Both King County Metro and Sound Transit must improve the usability of transit stops,

park and rides, and transit centers. Investment in additional wayfinding signage where

transfers are common at park and rides and transit centers are recommended. Transit

centers are recommended to incorporate principles of universal design22 and go above

and beyond ADA compliance. Tailoring the translations based on the demographics of

each community will ensure that the unique language needs of each area are accounted

for. In south King County, translations for Spanish, Somali, Vietnamese, Tagalog, Nepali,

Russian, and Arabic are recommended based on results from the pre-survey.

Benefits

• Makes existing transit stops, park and rides, and transit centers more accessible to

all riders.

• Reduces LEP rider confusion at transfer points.

Costs

• Requires additional investment in the physical environment from transit

operators.

• Translations must be done professionally to ensure accuracy.

Expand RapidRide Network

An increased number of RapidRide routes across south King County would provide

transit over longer operating hours with more frequent headways. These RapidRide

routes can better connect South King County centers with a focus on upgrading existing

routes with the highest ridership. With the Federal Way Link extension completing in

2024, RapidRide routes can focus on connecting neighborhoods to Link stations. Transit-

only lanes should also be used where applicable to provide a faster, more reliable trip.

Benefits

• Increases the reliability and speed of buses due to the ability to more frequent

headways, pre-pay before boarding, transit only lanes, and bus signal priority.

• Provides expanded operating hours for those with off-peak travel needs.

Costs

• Designating more transit-only lanes may face some opposition.

• Requires additional funding for capital improvements, new buses, enforcing

transit-only lanes, and expanded operating hours.

22 What is Universal Design? National Disability Authority, http://universaldesign.ie/What-is-Universal-Design.


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Education and Outreach

Expand the Number of LIFT Enrollment Locations

An expansion of enrollment centers throughout south King County may help increase

the adoption of ORCA LIFT among special-needs populations. King County Public

Health has already established partnerships with many agencies to offer LIFT

enrollment. However, there are still places such as community colleges, resettlement

agencies, and food banks where is a lack of permanent LIFT enrollment personnel

(although ORCA To-Go often does visit these centers).

Benefits

• Increases the number of community access points to the ORCA LIFT program.

• Social service agencies often provide services that are income-verified, making it

easier to tie LIFT eligibility to existing services.

Costs

• Agencies may not have sufficient capacity to add the task of ORCA LIFT

registration to their services.

Expand Transit Education and Outreach Programs

Targeted travel education and outreach to the communities represented in this work can

bring awareness and understanding of local transportation options. Existing programs

with Hopelink and King County Metro focus on new immigrants, ref